1971 Pontiac GTO 455 RPO L-75 325HP & 455Ft/lbs Brought Home

The other engines will be tamer Grumpy.
Must run on 87- 93 octane gas.

T/A has but one Mission again.
Run on 110 Race Gas.
Drag Race & Be Faster than Hellcats.
 
The Trans Am Race Isky Camshaft is shipped out Grumpy.
Had to be Ground.
Not many Pontiacs being built anymore.
Hotrod world is dominated by LS engines.
Will be here next Tuesday the Isky Cam and Lifters.
Never talked to a Dufus Retard.
Just Ron Iskenderian himself.
 
it will be rather interesting to see the finished results and resulting power curve once its built and tuned.
obviously the components selected and the drive train gearing will have a profound effect on the power curve , and where in the rpm band your engine makes its best power.
just keep in mind that the 2957 edelbrock intake pictured below is designed for operation in the 3500 rpm-7000 rpm, and while it will provide significantly more airflow and power if its matched to a cam with at least about 230 duration and heads like the matched edelbrock heads with some port clean-up,that can flow well in excess of 270 cfm at .600 lift at a cost of some lower rpm responsiveness
poned2957.png


http://www.pontiacparadise.com/parts-id/engine-parts/spc-intake-manifolds.php

a factory quadra jet dual plane if carefully port match will actually produce superior torque and be noticeably more responsive below 4000 rpm with a stock cam, making it a better choice on a nearly stock engine and auto transmission with a stock stall speed converter.
spc-intake-mani20.jpg
 
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grumpyvette said:
it will be rather interesting to see the finished results and resulting power curve once its built and tuned
Click to expand...
I already know Grumpy because I built it before. Has been my car since 1994.
Midnight Street Racing.
Test against Warbirds.
No dyno can win.
Just a Real Race Car.

You know it too Grumpy.
 
Isky Cam and Lifters are in my hands.
Hand electro etched serial #.
Custom made for T/A & Me by Ron Iskenderian.
Its A Race Thumper.
What's required to go against Warbirds.
 
very cool! lets see pics of the install when the motor starts going back together!
 
I have noticed on A Few Vintage Pontiac Racecars of Mickey Thompsons that an oil filter is not used.
Bruce Fupler covers the Topic very well on his website. He runs no oil filter either.
A few make after market Billet aluminium Oil filter bypass plates.
You have to search hard to find them.
Google does not show them.

Mickey Thompson and Fupler used the early Pontiac Tempest T4 Oil filter bypass plate.
Its made from Cast Iron.
The backside has a Generous Oil pocket area to return engine oil the main Block oil gallery .
Done in a manner with no sharp bends.
The stock Pontiac oil filter housing has a bypass . Its open all the time when on the gas pedal above 2,600 Rpms.
The Pontiac pump moves massive amounts of oil in gallons per minute.

I found a NOS 1961-62 Pontiac T4 Cast iron oil filter blockoff. Has just a pressure tap.
Was under $20 so I bought it.

For Dragstrip use OK.
The oil filter adapter bypass is open all the time WOT Anyhow.
 
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Last Update 04-04-04

racer.jpg


WE MAKE SERIOUS PONTIAC
HORSEPOWERAND WE KNOW MORE ABOUT BUILDING STOCK PONTIAC ENGINES THAN ANYONE.


UNDERSTANDING OIL FILTER ADAPTERS

In trying to help the Pontiac community understand the difference between a bad idea, or maybe

just old dumb information, or in this case, a new product that under the right conditions can be ok to use, but doesn't include a warning,

I have to release information from my upcoming book before it's released. I had no idea anyone was still believing the

old H.O. racing "tip" to plug off your oil filters bypass in order to force ALL of your oil thru the filter.

(My book will have many more pictures.)

IMPORTANCE OF OIL FLOW IN YOUR ENGINE:

Pontiac engineers included an oil filter bypass in the oil filter adapter for a couple of reasons.

If the filter becomes plugged your engine will not starve for oil.

Your engine will receive FULL flow at ANY rpm if the filter is plugged.

The bypass spring has a very light spring rate. It will open when you floor the gas, again

to ensure the engine is seeing all of the flow the system was designed to give. Placing

restrictions in the oil path is just plain idiotic. Including lifter restrictors.

Anyone that is doing this has not spent t-w-o seconds thinking about what they're doing.

But that's another FAQ.

If you restrict the oil flow around the filter area, before it travels back into the engines oil galleys, you're

placing everything that needs oil at risk, or worse.

I've preached for twenty years to NEVER restrict the oils ability to flow by forcing it thru the stock-type filter full time - ever.

There's no reason in any kind of racing conditions that this won't harm something.

My first experience with this

bad idea was watching a '67 GTO sitting on the starting line getting ready to go. When the driver floored it, the filter burst,

dumping all of his oil under his tires. He nearly fishtailed into the guard rail. He thought it was a "bad filter." On another occasion I witnessed the same

thing, only this time the o-ring on the filter blew out, dumping oil most of the way down the track, and toasted

the guys bearings. Previously he had bragged to me how he had nearly 100 pounds of pressure at idle. (Another FAQ - rods and main clearances)

I had studied this situation for a long, long time. I looked at a LOT of fast Pontiacs. And since day one, I have used the stock oil filter

adapter, and used the stock bypass assembly. When one of my engines goes to wide open throttle for a quarter mile pass,

I want all of the available flow moving thru all of the passages. In the thousands of passes I've made over the years, I have never experienced

any bearing failure from oil starvation. All of this oil flow studying is what led me to develop the

rod and main bearing clearances you can find elsewhere in this FAQ section. Using those clearances and the 60 lb. oil pump

you can run to 8000 rpm and have perfect bearings.

So why am I bringing this up now? I'm afraid that many of you might try a new product that replaces

the stock oil filter bypass. This new oil filter adapter is made of aluminum, and does not have the threaded steel insert

like the factory units do. This is very important. The aluminum thread will wear prematurely. Besides that problem, this new oil filter

adapter has NO provision for a bypass. In fact, it's selling feature is. "100% filtered oil." well,

Ok, but you need to understand how it will affect normal function.

On a street engine that will never be floored, it could be ok. I wouldn't recommend cruising at 80+ mph too long.

Also on a street engine, with the bypass blocked, when you floor it you'll see the pressure drop as

the oil slams into the filter first. This is NOT what your engine needs.

If you were to use an aftermarket wire mesh screen, large area oil filter, like an Oberg, you would have better luck

blocking off the bypass or using this new adapter. Almost all roundy-round cars run an Oberg style filter and no bypass.

But they have designed specific oil paths.

You need to put some thought into what you're doing before you

become branded another kool-aid drinker - buying the latest "Pontiac new thing"

just because someone is selling it. "Oh, isn't it great? We have a new XXX! - Let's buy one!"

All aluminum threads - a no-no - and look at the top bolt hole and the lack of meat around it.

This piece wouldn't have passed QC in any ISO 9000 shop. That top hole area isn't a hard thing to fix.

Maybe the next batch will be a little more symmetrical.

oil%20filter%20adptr%201.jpg


oil%20filter%203.jpg


If your going to make products to sell to my Pontiac friends and customers, make the product with known design longevity ideas, make them better or

at least as good as the factory piece they're replacing. Make the buyer understand how to use the product and it's potential ramifications.

I have no personal agenda with anyone. Although many act like I'm some jerk for reporting the facts.

It's simply calling a spade a spade. I care about my Pontiac high performance friends.

Here's what a stock oil filter adpater looks like, and the bypass parts.

Stock%20bypass%20and%20parts%201.jpg


Stock%20bypass%20half%20assembled.jpg


The small metal cover and screw holds the spring compressed against the fiber washer.

Now Then,

Here's a news flash for you guys that have dedicated drag race cars.

I don't use a filter of any kind.

I use one of the 1961 Tempest 4 cyl plates that allow the oil to come out of the block and go right back in.

Many people don't know that the early 4 cyl Pontiacs did not come with an oil filter at first. Soon thereafter

a toilet paper filter mounted on the firewall was an option, but they never used the traditional oil

filter adapter as you know it.

I do not use any filter of any kind in the worlds quickest NHRA Super Stocker.

(or any of my race cars)

My oil is clean, it gets changed so often that I do not worry about

little specs of metal that could scratch a bearing. Why? Because a metal

partical big enough to scratch a crank journal, or a cylinder wall, got there

BECAUSE IT BLEW THRU THE DAMN PAPER FILTER LIKE A BULLET!!!!

How fast is the oil traveling thru the oil passages at wide open throttle when using a 60 pound pump? If I remember right it's more than 50 mph.

I'll have to do the math on that one when I print the book, but I know it's way up there, and there's no paper filter that

can be 100% effective under those conditions. Point being - again - I want ALL of the oil flow my oil passage

can deliver. We cannot easily change the volume of the oil passages. Which is what a smart guy would like to do,

******* but, it's not really necessary if you follow my guidelines. ********

Raising the pressure causes many problems, including extra heat. And heat, anywhere other than the combustion process, is to be reduced or eliminated.

Raising the pressure too high will also cause the protective barrier to become thinner, which causes that heat,

and greatly increases the chances of metal to metal to oh, god damnit's.

Here is a picture of the factory "bypass" I use. In fact - I am having new ones made if anyone wants to follow my lead. (Pontiacs lead actually)

GM%20piece%20518168.jpg


GM%20and%20aftermarket.jpg


Less hassle. Less weight. Clean oil. No problem.

As of 08/01/05 I have ten of these in stock for sale @ $20.00 each. (Aluminum)

In a drag car you need a filter why? Now, some of you will say, "Even the Top Fuelers use filters" - and my answer to that is, "yes, because

they are hoping the filter will catch a few pieces if the engine blows up." At $6000 a crank, I suppose I might want a couple less scratches

on it if possible. On an engine that's designed to be not so hard on parts, like our Pontiacs, unrestricted oil flow is paramount.

In a bracket race car using the stock adapter and stock bypass spring assembly will be fine.

In my case - where I'm pushing the limits for a Pontiac engine in NHRA Super Stock - removing the filter works perfectly.


Just know what you're doing before you do it. Feel free to ask questions.


http://www.hotrod.com/articles/474-hp-594-tq-495-inch-pontiac/
 
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GREAT FIND!,
yeah! I remember those block/re-route plates,
but using those plates. and thier use would mandate use of a few magnets in the oil pan and changing oil every few weeks at most, as micro metallic debris from ring and valve train wear, that would normally get trapped eventually by the oil filter would be free to get embedded in bearings or cause cam/lifter wear.
many of the early car engines were not equipped with oil filters
(on a race engine thats hardly something new or unexpected)

http://garage.grumpysperformance.com/index.php?threads/magnets.120/#post-49772
 
Curious of pressure drop across the Oil Filter base.
TEST.
Factory 1961 Tempest blockoff plate prove all.

The Bypass must be open all the time on LS Engines top.
 
I can't give the link now Grumpy.
Driving to work in Chicago .
SMOKEY YUNICK DEVELOPED AND BUILT THE TEMPEST 4 CYLINDER.

BLOCKOFF OIL FILTER PLATE MAYBE HIS IDEA.

PONTIAC V8 287 IN 1955 HAD A FULL FLOW OIL FILTER.
 
My 1961 Tempest T/4 NOS GM oil filter blockoff plate should be in Monday.
Tracked it online.
Fleabay find again .
Also working on my 1965 Olds 425A engine.
The Corvette can sit once my 2 Poncho cars are going again.
Real Street Race Power Old School Brian's way.
 
I am using my 1970 RAIV "614" Heads Grumpy.

Be nice modern R&R Fupler 421 "E" Heads & Race Roller Profile....$5,000 cash required at least.
 
The Tempest T/4 Oil filter blockoff plate was not New Old Stock but used Grumpy.
Still very nice shape.
It had dried on Oil grease depsoits 60 years old.
I soaked it in Kroil Penetrating oil overnight in a Cofee can.
Came out nice and clean.
 
That's Johns air cleaner base video. He's up in GA, built a early 2nd gen TA pro touring car and now he's building another TA just for for vintage racing. Helped spec out the custom 18" wheels last week or the week before. We're gonna meet up at a track and run our cars together when they're both done. Not many of us with road race prep early 2nd gens, most know each other. He's got a lot more power but I'll have the aero stuff. If it's a big track like Road Atlanta or Sebring he'll smoke me on the long straights.
 
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